Cargo handling system

ABSTRACT

A cargo-handling system particularly suited for use in loading and unloading cargo carriers, characterized by a cargo conveyor for positioning cargo at selected locations within a carrier, and a cargo delivery transport including a delivery conveyor for delivering cargo to and from the cargo positioning conveyor, whereby cargo handling operations employed in loading and unloading cargo carriers are expedited while related costs are minimized.

United States Patent Stefanelli Sept. 5, 1972 541 CARGO HANDLING SYSTEM [72] Inventor: William L. Stefanelli, 1945 W. Yale,

Fresno, Calif. 93705 [22] Filed: May 18, 1970 211 App]. No.: 38,155

[52] v US. Cl. ..2l4/38 BA, 214/8222, 280/4323,

198/ 102 [51] Int. Cl ..B65g 17/46 [58] Field of 88811711....214/388, 38.22, 38.20, 83.36

[56] References Cited UNITED STATES PATENTS 2,045,566 6/1936 Berg ..214/38.20 1,713,014 5/1929 Wilde et al. ..214/16.14F 1,132,960 3/1915 Moreland ..,.214/38.20 1,148,531 8/1915 Oldham ..214/38.22 3,544,127 12/1970 DObSOll ..280/43.'23 2,934,228 4/1960 Hillberg ..280/43.23

3,337,066 8/1967 Reed et a1 ..214/38.40 3,250,408 5/1966 Daniluk et al. .2 1 4/ 38 .22 1,969,002 8/1934 Gleichman ..2 l 4/ 16.1 CF 2,071,335 2/1937 Fitch .,....214/38 D Primary ExaminerGerald M. Forlenza Assistant Examiner--Lawrence J. Oresky Attorney--Huebner and Worrel ABSTRACT A cargo-handling system particularly suited for use in loading and unloading cargo carriers, characterized by a cargo conveyor for positioning cargo at selected 10- cations within a carrier, and a cargo delivery transport including a delivery conveyor for delivering cargo to and from the cargo positioning conveyor, whereby cargo handling operations employed in loading and unloading cargo carriers are expedited while related costs are minimized.

8 Claims, 12 Drawing Figures Patented Sept. 5, 1972 1 4 Sheets-Sheet 2 INVE N TOP A TTORNE VS WILLIAM L STEFANELL/ Patented Sept. 5, 1912 3,688,926

4 Sheets-Sheet 5 307 WILLIAM L. STEFANELL/ ,4 TTORNEVS RES.

EDICDIL' "l 4 Sheets-Sheet 4 Patented Sept. 5, 1972 llfi WILL/AM 1.. STEFANELL/ INVENTOR My M ATTORNEYS l CARGO HANDLING SYSTEM BACKGROUND OF THE INVENTION The invention relates to cargo handling systems and more particularly to a cargo handling system which includes a plurality of laterally extended conveyors, the

reach of which is employed in cargo handling operations whereby loading and unloading of cargo carriers are. facilitated.

The prior art is replete with cargo handling devices for use in loading and unloading cargo carriers normally employed in delivering cargo between points of destination. Normally, in loading and unloading transports such as aircraft, trucks, and the like, significant quantities of time and manual labor are expended in order to assure that cargo being handled appropriately is positioned or stowed, secured and transported to distant terminals for ultimate discharge and delivery. Even in instances wherein conveyors, forklifts, and similar cargo-handling devices are employed, significant expenditures of time and manual labor attend cargo-handling operations. For example, presently it is common practice to position a-truck in a mated relationship with a platform, such as the clock of a warehouse, and then deliver cargo, including cartons, cases, and the like, from the dock to the truck, employing forklifts, dollies and similar devices. The thus delivered cargo then is stowed in a secured configuration within the confines of the truck for subsequent transport to distant destinations. Once a thus loaded truck reaches a selected destination, it again is mated with the dock of a depot or ware-house and an unloading operation is performed employing devices quite similar to those employed in loading the truck.

Additionally, it can be appreciated that the loading and unloading operations, as currently performed, require significant turn-around time. Quite frequently, attempts have been made to reduce this turn-around time by employing a single tractor with multiple trailers, in order that a single tractor can continuously be employed with a series of loaded trailers, while a series of unloaded trailers continuously is being loaded. Of course, such operations result in congestion at terminals and often require large investments in rolling stock.

Furthermore, where a cargo is delivered as partial loads it currently is necessary that it manually be discharged from the back of a transporting truck. This inherently requires an operator, or his assistant, to enter the cargo compartment of the truck, deliver the cargo to the rearmost portion of the compartment and manually pass the cargo from the truck to a receiver. As can be appreciated, this technique is quite expensive in terms of labor and lost time.

Hence, there currently exists a need for a practical cargo-handling system employable in operations wherein loading and an unloading of cargo carriers,

such as trucks, aircraft and the like, must be achieved 7 in a rapid, safe and economic manner.

OBJECTS AND SUMMARY OF THE INVENTION Another object is to provide for use in cargo-handling systems a cargo positioning conveyor arranged within a cargo compartment of a carrier for purposes of shifting received cargo to appropriate locations, whereby the shifted cargo is prepared for stowage, transport and ultimate discharge.

Another object is to provide, in acargo-handling system, a cargo delivery transport particularly suited for use in expeditiously delivering assembled loads of cargo between a warehouse dock and a cargo carrier.

Another object is to provide a cargo transport including a laterally extended cargo delivery conveyor positionable in operative alignment between a cargo positioning conveyor and a given dock, whereby the combined reach of the conveyors is rendered employable in delivering cargo between the cargo positioning conveyor and the dock.

Another object is to provide a cargo positioning device disposed within a cargo compartment of a cargo carrier adapted to serially shift adjacent segments of a segmented load of cargo to a cargo discharge station for thus facilitating expeditious delivery of a series of load segments.

These and other objects and advantages of the instant invention are achieved through the use of a plurality of alignable conveyors including a first plurality of laterally extended chains operatively arranged within a cargo carrier and a plurality of horizontally oriented endless chains operatively supported by a portable cargo transport positionable to extend between a dock and the carrier for receiving and laterally transporting cargo between the carrier and the dock.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side elevation of a cargo-handling system of the instant invention, including a cargo transport and a cargo positioning conveyor.

FIG. 2 is a partially sectioned plan view, on an enlarged scale, of the cargo compartment of FIG. 1, illustrating an operative disposition of the cargo positioning conveyor.

FIG. 3 is a partially sectioned end view of the cargo positioning conveyor, of FIGS. 1 and 2, particularly illustrating a laterally displaceable vertical support which is employed in imparting lateral stability to assembled loads of cargo.

FIG. 4 is a plurality of sectioned side view, taken generally along line 44 of FIG. 2.

FIG. 5 is a side view, on somewhat of an enlarged scale, of the cargo transport utilized by the system shown in FIG. 1.

FIG. 6 is a topplan view of the transport shown in FIG. 5.

FIG. 7 is a partially sectioned end view of the cargo transport of FIGS. 5 and 6.

FIG. 8 is a partially sectioned, fragmentary view, taken generally along line 7-7 of FIG. 6, but on somewhat of an enlarged scale, illustrating a vertical support employed in' laterally supporting cargo.

FIG. 9 is a partially sectioned, fragmentary plan view of the support of FIG. 8.

FIG. 10 is a fragmentary, cross-sectional end view, taken generally along line 10-10 of FIG. 2, but on a substantially enlarged scale.

FIG. 11 is a fragmentary side view of the support shown in FIG. 3.

FIG. 12 is a diagrammatic view of an hydraulic circuit employed by the embodiment of the invention, illustrated in FIGS. 1 through 11.

DESCRIPTION or THE PREFERRED EMBODIMENT General Description Referring now to the drawings wherein like reference characters designate like or corresponding parts throughout the several views, there is shown in FIG. 1 a cargo-handling system embodying the principles of the instant invention.

As illustrated, the cargo-handling system 10 includes a cargo positioning conveyor 12, arranged within a cargo compartment 14 of a truck 16 which serves as a cargo carrier for delivering cargo between points of origin and destination. However, it is to be understood that the specific carrier can be anyone of a multitude of types of carriers, including vessels, boxcars, and aircraft, so long as the carrier includes an opening through which cargo is moved during loading and unloading operations.

Adjacent to the truck 16, in alignment with the conveyor 12, there is positioned a cargo transport 18. This transport 18 is configured to resemble a trailer and operatively serves to support a laterally extended cargo delivery conveyor- 20. The cargo transport 18 includes a rigid, rectangular frame 19, FIG. 1, supported by a plurality of depending struts 22. The lower distal end of each of the struts is, in turn, supported by a wheel 24 rotatably coupled thereto. The wheels 24 serve to impart mobility to the transport 18, whereby the transport, in operation, is selectively positioned between an elevated loading platform or dock 26 and the cargo compartment 14 for purposes of bridging the span therebetween.

Consequently, when employed in cargo-handling operations, the cargo delivery conveyor serves as a mobile support for delivering an assembled load of cargo between the cargo compartment 14 of a carrier 16 and a given dock 26. Therefore, unbroken loads of cargo, including cartons, boxes, crates, bags and similar items, whether palletized or otherwise assembled, readily are loaded as well as unloaded. For example, in loading a truck 16 a total load can be assembled on the cargo transport 18 by an operator employing a forklift for adjacently positioning palletized cargo. Once assembled, the load is laterally translated into the cargo compartment 14 and secured in place through suitable, tie-downs, not shown. Upon unloading, the load in its unbroken configuration is disgorged from the cargo compartment 14 onto a cargo delivery conveyor 20, whereupon it is delivered to an adjacent clock 26. Of course, it should be appreciated that loads of cargo can be delivered from the carrier 16 as load segments.

Cargo Positioning Conveyor As best illustrated in FIGS. 1 through 4, the cargo positioning conveyor 12 is supported in a laterally extended disposition by a frame 29. The frame 29 includes a pair of longitudinal channular beams 30 extending along opposite sides of the longitudinal axis of the cargo compartment 14. In practice, these beams are interconnected through a plurality of transversely related, inverted hat-shaped beams 32, FIG. 4, and a pair of transverse terminal beams 34, also of a channular configuration.

As best illustrated in FIGS. 3 and 4, the cargo compartment 14 is supported by a pair of parallel beams 38 interconnected through a plurality of transverse channular supports40. As a practical matter, the compartment includes a planar floor 42 of a type commonly provided in van-type trucks.

Quite frequently, trucks of the type employed as cargo carriers include a pair of wheel-wells formed within the floor of their cargo compartments in order to accommodate apositioning of the cargo compartment directly above its wheels. Therefore, as illustrated in FIG. 4, each of the longitudinal beams 30 includes a re-, lieved portion 44 in order to accommodate a positioning of the frame 19 above the wheel-wells of the truck 16. z

Referring for a moment to FIG. 10, the transverse hat-shaped beams 32 are butt-welded to the longitudinal beams 30 in an inverted disposition and serve as supports for a woodenfloor 46. The floor 46 is, in effect, a false floor fabricated from sheets of plywood having a suitable thickness. Where practical, the beams 30 are fabricated from structural beams of a type which include laterally extended angle members which serve quite satisfactorily as mounting brackets 48 for supportingly receiving peripheral surfaces 50 of the longitudinal edge portions of the floor 46. Of course, the brackets can be formed from an angle iron welded into place should the beams 30 not include suitable members. These portions are coupled'to the beams 30 in any suitable fashion. For example, the brackets 48 are secured thereto through suitable screws 51. Also, it is to be understood that the floor 46 is coupled with the transverse beams 32 through appropriately distributed screws, not shown.

As best shown in FIG. 10, each of the beams 30 further includes an inwardly directed upper flange 52 and an inwardly directed lower flange 54. The upper flange 52 is provided with a laterally extended planar surface 56 while the inwardly directed lower flange 54 is seated on the floor 42, and includes a laterally extended planar surface 58. The laterally extended planar surfaces 56 and 58 of each beam 30 serve as supporting surfaces for operatively supporting the upper and lower runs of an endless chain 60 ofa pair of such chains.

As best illustrated in FIGS. 2 and 4, each chain 60 substantially traverses the length of the cargo compartment l4 and is trained about a pair of spaced journaled sprockets 62. The upper and lower runs of the chain 60 are guided through the use of an elongated guide strip 64, FIG. 10, affixed to the upper surfaces 56 and 58 of the flanges 52 and 54, respectively. In practice, each of the chains 60 is fabricated from suitable links having overlapping parallel link-plates 61 joined through bearing pins, not designated. The plates are of a width suffrcient to accommodate a seating of the strip 64 between the opposed vertical surfaces thereof in order to achieve a guiding function for the chains 60 as they are advanced about the sprockets 62. Mounted on the bearings pins, and extending between the plates 61, are support bearings 66 which sequentially are received between the sprocket teeth of the sprockets 62 as they are driven in rotation about an axis extending normal to the vertical plane of the chains 60.

Each of the sprockets 62 is pinned to a sprocket-supporting axle 68 which, in turn, is supported for rotation in a plurality of laterally spaced bearing blocks 70. Where preferred, the blocks 70 are fixed to the transverse terminal beams 34, through suitable brackets 72. While the brackets 72 are illustrated as being rigidly coupled to the transverse beams 34, it is to be understood that, where preferred, they may be so designed as to accommodate longitudinal adjustment whereby the distances between the sprockets 62 can be varied for varying the tension established within the chains 60.

As shown in FIG. 2, three conveyor chains 60 are provided in a spaced relationship, however, it is to be understood that as many chains 60 as is found desirable can be employed. While the number of chains 60, and the specific manner in which they are supported can be varied, it is preferred that all of the chains be interconnected through a plurality of horizontally disposed flight bars 76.

The flight bars 76 are laterally extended between the chains 60 and are coupled therewith in a manner such as to be advanced thereby. Each of the flight bars 76 preferably is formed of a pair of aligned segments 78, the opposite ends of which are abutted with the plates 61 of the chains 60 and welded thereto. Hence, the flight bars 76 and the chains 60 are integrated into a single conveyor chain which serves as the cargo positioning conveyor 12 for transporting cargo in directionsparalleling the longitudinal axis of the cargo compartment 14.

In order to advance the conveyor 12, the chains 60 synchronously are driven through a power train 80. This power train includes a selectively operable, reversible motor 82 operatively associated with a suitable gear train disposed within a gear box 84 and drivingly coupled with a transversely extended drive shaft 86. The motor 82 preferably is suspended from the rearmost transverse beam 32 in order that the drive shaft 86 may be employed in driving the rearmost sprocketsupporting axle 68. However, the positioning of the motor 82 is, in practice, varied between the opposite ends of the conveyor 12, as the operative environment dictates.

The drive shaft 86 is maintained in a parallel relationship with the associated axle 68 by a suitable bearing block 88 which is coupled with the rearmost terminal beam 34, preferably by welding.

The drive shaft 86, in turn, operatively supports a drive sprocket 90, FIG. 4, which is pinned or otherwise rigidly coupled to the drive shaft 86. This sprocket serves as the output sprocket for the motor 82 and acts to impose a selected rate of rotation on the axle 68. The sprocket 90 is coupled with the rearmost axle 68 through a driven sprocket 92. The sprockets 90 and 92 are interconnected through an endless drive chain 94 trained thereabout so that the drive sprocket 90 serves to impart rotation to the axle 68 as it is driven by the motor 82, acting through the drive shaft 86. Depending upon the direction in which the motor 82 is driven, the drive sprocket 90 serves selectively to advance the cargo positioning conveyor 12 in a cargo loading or cargo unloading mode.

As can readily be appreciated, due to effects of attendant inertia, there is an inherent tendency for stacked cargo to experience lateral instability during loading and the unloading operations of the cargo-handling system 10, as well as during the operative periods of the associated carrier. Therefore, the cargo positioning conveyor 12 further is provided with a vertically disposed, lateral support 100. This support imparts lateral stability to an assembled load of cargo being handled, particularly where the load is assembled as a palletized stack of containers, such as, for example, cases, crates and the like.

The cargo support preferably includes a barrier formed as a vertical gate 102 of a substantially planar configuration. The gate, as depicted in FIG. 3, is fabricated from a vertically spaced pair of coplanar, transversely extended rails 104 interconnected through a plurality of laterally spaced, vertically extended cross bars 106. The spacing of the transverse rails 104, and consequently the lengths of the cross bars 106, depend upon the vertical height of the load of cargo to be received on the upper surfaces of the flight bars 76.

The gate 102 is supported at its opposite ends by displaceable cars 110. Each of the cars is supported for longitudinal displacement along the opposite sides of the conveyor 12 by casters 1 l2 seated in a channular track 114. Each of the tracks 114 includes a lower rail 116 and an upper rail 118, each of which constitutes mirror images of the other. The opposite ends of the track 114 are unobstructed and thus accommodate an insertion of the casters 112 of the car 110. A multiplicity of support plates 120 is provided for coupling the casters 112 with the cars 110. Where desired, bearing pins 122 are employed in coupling the casters with the plates 120. Each of the bearing plates 120, in turn, rigidly is affixed to a vertically disposed base plate 124 through suitable nut and bolt fasteners 126.

Extended vertically from each of the plates 124 there is a stanchion 128, which is welded or otherwise secured to the plate 124, and is of a height sufficient for mounting the gate 102. Where desired, the stanchion 128 can be formed from angle-iron having a laterally extended mounting surface 130 from which is suspended the gate 102. The gate 102 is, in practice, supported through a plurality of laterally directed buttons 132, FIG. 10. Each of these buttons includes an enlarged head 134 and an elongated, load bearing cylindrical body 136, having a diameter substantially less than the diameter of the head 134.

A coupling plate 138 is extended between the transverse rails 104 and is welded or otherwise rigidly secured to the end portions thereof. These plates are arranged in a parallel relationship with the cross bars 106 and include therein a plurality of vertically extended key-slots 140, each including a circular opening 142 communicating with an elongated opening or slot 144. The key-slots 140 serve to receive therein the laterally extended buttons 132 in order to achieve a buttoning of the stanchions 128 to the gate 102. As can readily be appreciated, the heads 134 of the buttons 132 are inserted through the circular openings 142 whereupon the gate 102 is lowered so that the surfaces of the vertical slot 144 are received and confined between the adjacent surfaces of the heads 134 of the.

buttons 132 and the mounting surface 13 for thus securing the gate 102 in a mated relationship with the cars 110.

While the cars 110 continue to maintain the vertical disposition of the gate 102,'they are advanced in unison as the cargo positioning conveyor 12 is advanced. Such is achieved by coupling the gate 102 to the conveyor 12 by extending the lowermost ends of the cross bars 106 beyond the lowermost transverse rail 104 a distance sufficient to be disposed in operative engagement with the segments 78 of the flight bars 76.

Due to the fact that each of the cars 110 can be inserted into the ends of the tracks 114, and the gate 102 subsequently can be coupled therewith while the cars are displaced to anyv selected location, the gate 102 readily is positionable at an appropriate location relative to the flight bars 76 so that the cargo support 100 can be associated with the cargo positioning conveyor 12 at any selected point along'its length. However, the gate 102 preferably is associated with the leading vertical surface of an assembled load of cargo for imparting lateral stability thereto. Of course, as is readily apparent, the cargo support 100 can be employed at opposite ends of thecargo positioning carrier 12 in order 7 that lateral stability be imparted to the load at opposite ends thereof.

Cargo Transport While the cargo positioning conveyor 12, as employed within the cargo compartment 14 of the cargo carrier 16, can be utilized independently of the cargo transport 18, it is to-be understood that the conveyor 12 and the cargo transport 18 both are integral parts of the cargo-handling system 10, and that the transport 18 has particular utility whenemployed in conjunction with the cargo positioning conveyor 12. The cargo delivery conveyor 20 of the cargo transport 18 is in many respects quite similar to the cargo positioning conveyor 12 of the cargo positioning conveyor. However, it is important to note that the delivery conveyor 20 is supported for mobility by' the wheels 24 and struts 22 The struts 22 depend from a rectangular frame 200, which includes a pair of longitudinally extended beams, designates 202, and a pair of laterally extended terminal beams 204. The longitudinal beams 202 are configured in a manner quite similar in design and function to the longitudinal beams 30, and similarly are employed. The beams 202 also are interconnected through a plurality of hat-shaped transverse beams, designated 206, which are employed in joining the channular beams 30. Supported by the upper surface of the transverse beams 206 there is a floor 208 which is fabricated, mounted, and has utility similar to that of the floor 46.

At the opposite ends of the frame 200, there is provided an. axle 210 rotatably supported in suitable bearing blocks 212 rigidly coupled to the frame 200 through mounting brackets 214. These brackets, in turn, are welded or are otherwise secured to the terminal beams 204. The manner in which the axles 210' are supported may be varied as preferred, but, in prac- ,tice, they are secured and supported in a manner quite similar to that in which the axles 68 are coupled to the terminal beams 34 of the cargo positioning conveyor 12.

Each of the axles 210 receives thereon in a concentric relationship a plurality of sprockets 216 which are pinned thereto. The sprockets-2l6 are paired and are arranged as to establish multiple pairs of longitudinally spaced sprockets. About each pair of the sprockets there is trained an endless conveyor chain 220, having a function quite similar to the function of the conveyor chains 60. Each of the chains 220 includes a plurality of spaced, vertically arranged plates 221, similar to the plates 61. Preferably, the cargo transport 18 includes three pairs of sprockets laterally spaced at equidistances, however, the number of pairs can be varied as desired. The upper runs of the chains 220 are supported at opposite sides of the cargo transport 18 in a manner similar to that in which the upper runs of the chains 60 are supported. To achieve this, a guide strip 222 is disposed along the upper horizontal surface 223 of the longitudinal beam 202, in a manner quite similar to that in which the guide strip 64 is secured to the surface 56 of the channular beam 30.

The lower runs of the chains 220, however, are supported by a pair of longitudinally extended tracks 224 supported above the terminal portions of a plurality of transverse support beams 226. The tracks 224 preferably include an elongated guide strip 222 extended the length thereof in a manner and for a purpose quite similar to that of the guide strips 64 employed in guiding the lower runs of the chains 60.

To the plates 221 of the chains 220 there fixedly is secured a plurality of transverse flight bars 230. The flight bars 230 are formed from. axially aligned segments 232 which are butt-welded to the vertical plates 221 for integrating the chains into the driven transport conveyor 20. While the flight bars 230 rest upon the floor 208, as they are advanced along the upper run of the conveyor 20, they also are vertically supported by longitudinal runners 234, mounted on the lower transverse beams 226, as they are advanced along the lowermost run of the conveyor 20.

The cargo delivery conveyor 20 is driven in a manner similar to that in which the cargo positioning conveyor 12 is driven. This is achieved through a power train 236, FIG. 6, which includes a motor 238 rigidly supported by a transverse beam 226. The train 236 also includes a gear driven output coupling 240 to which is connected an output shaft 242. This shaft is disposed in parallel relationship with the axles 210 which support the sprockets 216.

The shaft 242 is supported at its distal end by a bearing block 244 while a drive sprocket 246 is pinned thereto. Hence, the drive sprocket 246 is driven as the output shaft 242 is driven by the output coupling 240. A driven sprocket 248 is pinned to the axle 210 and is coupled with the sprocket 246 through a drive chain 250. This chain is trained about the sprockets 246 and 248 and serves to couple the motor 238 with the conveyor chains 220.

It should readily be apparent that the positioning of A i The cargo delivery conveyor 20 also is provided with a cargo support 252. The support is of a design and functions in a manner quite similar to the cargo support 100. This support also includes a pair of laterally spaced cars, designated 254, which operatively is supported by casters 256 seated in a pair of tracks 258 located at opposite sides of the conveyor 20. The tracks 258 include a pair of upper and lower arcuate rails 260 for receiving therein the casters 256. Each of the cars 254 including a vertically disposed stanchion 262, coupled to bearing plates 264, supported by the casters 256. These plates functionin a manner similar to the support plates 120, however, in order to accommodate full displacement of the cars 254, relative to the cargo delivery conveyor 20, the stanchions 262 are of an L- shaped configuration. The configuration of the stanchions 262 permits the cars 254 to be displaced throughout the complete length of the conveyor 20 as a load of cargo is delivered by the cargo delivery conveyor 20 to the cargo positioning conveyor 12.

The cargo support 252 also includes a barrier or transverse gate 266, FIG. 7, coupled between thev stanchions 262 for laterally supporting theload as it is delivered. This gate is of a design similar to the gate 102. In order to couple the gate 266 to the stanchions 262, each of the stanchions is provided with a right angle member 267, FIG. 9, having a transverse mountin g surface 268. From the surface 268 there is extended a plurality of buttons 270 of a design and having a function similar to the buttons 132. As shown in FIG. 7, each of the buttons 270 is received within a key-blot 272 formed in a vertically disposed coupling plate 274 welded to the end of the gate 266. As a practical matter, the gate 266 also includes a pair of parallel, vertically spaced transversely extending rails 276 interconnected through a plurality of laterally spaced, vertically extended cross bars 278. Like the cross bars 106 of the gate 102, the cross bars 278 of the gate 266 extend into an engaging relationship with adjacent flight bars of the associated conveyor, which, in the case of the conveyor 20, are flight bars 230, so that the gate operatively is advanced as the flight bars are advanced through an activation of its associated power train 236.

In order to accommodate vehicles of varying types and sizes, the cargo transport 18 is provided with an elevating system 300 which is effective in varying the elevation of the frame 200, and, consequently, that of the conveyor 20. Therefore, each of the struts 22 which support the frame 200 includes a rigid tubular beam 302, the uppermost end of which is received within a clevis-like bracket 304 and is pivotally coupled therewith through suitable pins 306. The brackets 304 are secured to the lowermost positions of the beams 202 through any suitable technique, such as by welding, for example.

Coupled to the lowermost end of each of the beams The wheels 24 are pinned within the bracket 308 by a suitable axle or bearing pin 312. While the casters 307 are coupled with the beams 302 in any suitable manner, a caster post 314, FIG. 7, seated within sleeves or an annular bearing, not designated, serves quite satisfactorily for this purpose. Of course, the manner in which the caster post 314 is secured to the bracket 308 is a matter of convenience, well within the purview of the art.

' ends of the beams 318.

It should readily be apparent that the struts 22 are, in effect,.coupled within a parallel linkage and so that the beams 302 are maintained in parallel relationship as they are caused to pivot about the pivot pins 306. Hence, a pivotal displacement of the beams 302 can be achieved and is particularly suited for varying the elevation of the frame 200 relative to the surface upon which the wheels 24 of the casters 307 rest.

In order to impart a pivoting displacement to the beams 302 of the struts 22, a pair of fluid-activated, extendible rams 322 pivotally is coupled with the beams, through clevis couplings 324. In practice, each of the rams 322 includes a reciprocable output shaft, not designated, and is coupled at its heel through a clevis coupling 326 fixed to the frame 200. Hence, as the 302 is a caster 307 including an inverted U-shaped .bracket 308 receiving therein one of the wheels 24.

rams are activated and the shafts thereof simultaneously are extended an afore-and-aft oscillation of the struts 22 is achieved for thus raising and lowering the frame 200. Where desired, a pair of stop rails 328, FIG. 5, can be employed for arresting downward displacement of the frame 200.

In order to achieve a guiding function in positioning the transport 18, the casters 307 disposed beneath one end of the frame 200 are interconnected through a suitable tie rod 330, FIG. 7, whereby a synchronous and similar pivotal displacement of the casters about the posts 314 can be achieved for the purposes of steering the'transport as it is positioned within the system 10. In order to accommodate a pivoting of the casters 307, a socket 322 is fixed to at least one of the brackets 308 whereby a pry-bar manually can be inserted into the socket 332 for purposes of varying the direction of travel imparted to the cargo transport.

As a practical matter, it may be found desirable to employ a power unit coupled for purposes of advancing the transport 18. Therefore, a power train 340, FIG. 5, preferably is coupled with selected casters 307. This train includes a motor 342 having an output sprocket 344 coupled to a driven sprocket 346, through a suitable drive chain 348. The driven sprocket 346 is, in turn, fixed to the wheel 24 of the associated caster 307. Hence, the motor 342 is adapted to be activated to impose a driving rotation on the wheel 24, for thus imparting translation to the cargo transport 18.

Once the cargo transport 18 is brought into an operative alignment with a cargo positioning conveyor 12, through the activation of the motor 32, it may be found that the ground or other supporting surface is uneven, and/or that the conveyors 12 and 20 are not in a coplanar relationship. Therefore, at least one of the struts 22 is provided with a vertically extendible ram 350 which is connected with the caster 307, FIG. 7, through a caster post 314, and acts as a jack for varying the elevation of the associated corner of the frame 200 as a fluid under pressure selectively is delivered to or from the ram. As the elevation of the corner is varied, the cargo bearing surface of the cargo delivery conveyor 20 is brought into a coplanar relationship with the cargo positioning conveyor 12 in order that an assembled load of cargo can be exchanged between the conveyors 12 and 20. In practice, the frame 200 is provided with a pair of coaxially aligned openings 351, FIG. 5, which, as alignment of the cargo transport 18 is achieved, are brought into coaxial alignment with a pair of openings 352, FIG. 4, provided in adjacent structure of the cargo carrier 16 in order that a pair of locking pins 353,-FIG. 2, can be inserted into the coaxially aligned openings for fixedly coupling the cargo transport 18 with the cargo carrier 16. A plurality of transversely extended, free-running rollers 354 are supported by brackets 356and pins 358 at the lead portion of the cargo transport and act as bridging conveyors so that the load is supported as it is passed between the conveyors l2 and 20.

Hydraulic System While'the cargo-handling system can be powered by various systems, an hydraulic system driven through a PTO, (power take off), functions quite satisfactorily for this purpose.

As best illustrated in FIG. 2, the reversible motor 82 of the power train 80, the motors 238 of the power train 236, the motor 342 of the power train 340 coupled with a caster 307, and the rams 322 and 350 are connected with an hydraulic circuit generally designated 360 and including both pressure and relief sides. Since hydraulic circuits, particularly those configured in the manner in which the circuit 360 is configured, are well within the purview of the art, a detailed description thereof is, for the sake of brevity, omitted. However, it is to be understood that the aforementioned motors and rams are coupled into the circuit through suitable pressure and I return lines, designated 361. Pressure is controlled with the lines through suitable'selector valves, includinga first twoway selector valve 362, coupled with the motor 82, a

two-way selector valve 364 coupled with the motor 238, a two-way selector valve 366 coupled with the motor 342, a ram selector valve 368 coupled with the pairs of rams 322, and a ram selector valve 370 coupled with the ram 350.

The circuit 360 also includes an hydraulic reservoir and accumulator 371 of a suitable design, coupled within the circuit 360 through the input and output lines 372 and 374, respectively. An hydraulic pump 376, preferably of a piston type, is coupled to the reservoir through the output line 374 in a manner consistent with the design of hydraulic systems. The pump, in turn, is powered through a power take-off unit, of any suitable design, mounted on the truck 16. However, where found practical, the power take-off unit can be mounted on the cargo transport 18 in order that the system 10 be rendered adaptable for use with cargo carriers not so equipped.

Since the cargo transport 18 is, in practice, employed in loading with various types of vehicles, the hydraulic circuit 360 also is provided with a plurality of quickdiscon'nect couplings 378 so arranged as to accommodate a substantially leak-proof coupling of operatively related portions of the circuit 360. In practice, the couplings normally are provided at the junctures of the cargo transport 18 and the cargo compartment 14. It is to be understood that in the interest of versatility,

OPERATION It is believed that in view of .the foregoing description, the operation of the system will be readily understood and it will be briefly reviewed at this point.

The aforedescribed cargo-handling system 10 is employed in loading, as well as unloading, given cargo carriers 16, such as trucks and the like. Where the cargo carrier is being loaded, the load normally is delivered from a dock 26 to the cargo compartment 14, through a rearwardly facing opening. However, if the cargo carrier is being unloaded, the load is removed from the compartment, through the same opening. In either case, the system 10 is employed between a dock 26 and a cargo carrier 16 in a similar fashion.

Preferably, the transport 18 is so positioned such that the truck or other cargo carrier 16 is aligned with the cargo transport 18. Normally, this is achieved by manually positioning the transport 18. However, where a power take-off is provided, the motor 342 is activated through a manipulation of the selector valve 368 in order to impart rotation to a caster 307. Steerage of the transport 18 is achieved by inserting a bar into the socket 332 and selectively rotating the casters 307 about their caster posts 314.

As the truck, or other cargo carrier, is brought into an operative alignment, the parallel linkage including the struts 22 operatively is displaced through a selective manipulation of the selector valve 368 so that the frame 200 is elevated or depressed a distance sufficient for positioning the load-supporting surface of the cargo delivery conveyor 20 into a common elevation with the supporting surface of the cargo positioning conveyor 12. In order to assure that a suitable coupling is achieved between the cargo carrier 16 and the cargo transport 18, the foremost end of the frame 200 is projected to a position slightly above the adjacent end of the floor 42 of the cargo carrier 16. The struts 22 then are displaced in a manner such as to cause the projected end of the frame 200 to engage and rest upon the adjacent end of the floor 42. A coupling is effected in a manner such that the end of the frame 200 is supported by the floor of the cargo carrier 16. Frequently, a downward displacement of the adjacent portion of the cargo carrier is experienced, however, this merely insures that an adequate coupling is achieved between the cargo carrier and the transport 18. Of course, the openings 351 and 352 also are brought into coaxial alignment so that the locking pins 353 can be inserted 1 12. Once an appropriate alignment has been achieved, the hydraulic circuit 360 is completed at the quickdisconnects 378 so that the various power trains thus associated with the conveyor, the power train 80 is energized for advancing the conveyor in a manner such that the lowermost ends of the bars 106 are engaged by the flight bars 76 for advancing the gate 102 as the conveyor 12 is advanced for shifting received cargo. This advancement of the conveyor is initiated through an appropriate manipulation of the selector valve 364.

In preparing the transport for a loading operation, a load of cargo, including stacks of cartons, crates and similar containers, is deposited on the cargo bearing surface of the cargo delivering conveyor at locations adjacent to the dock 26. Depositing of the cargo is achieved through .a use of forklifts and similar devices, as well as through a manual stacking operation.- As the stacks are built, the selector valve 364 is manipulated for advancing the conveyor 20 through a predetermined increment of travel, whereupon additional stacks are built on the load bearing surface of the conveyor 20. Consequently, the cargo transport 18 incrementally is loaded, as best illustrated in FIG. 1. Once loaded, the cars 254 are mounted, through an insertion of the caster 256 into the tracks 258, whereupon the gate 266 is coupled'with the stanchions 262. A load thus supported by the cargo transport 18 is prepared for delivery to the adjacent cargo positioning conveyor 12. A simultaneous manipulation of the selector valves 364 and 362 serves to synchronously advance the cargo positioning conveyor 12 and the cargo delivery conveyor 20 so that the load of cargo supported by the conveyor 20 is advanced across the rollers 354 and onto the flight bars 76 of the cargo positioning conveyor 12. A continued advancement of the conveyors l2 and 20 serves to deliver the load to the cargo compartment 14 and, consequently, shifts the load of cargo to the remote portions of the cargo compartment 14. It should readily be apparent that due to the L-shaped configuration of the cars 254, the gate 266 follows the load to the extremity of the conveyor 20,. Once the assembled load of cargo is delivered to the cargo compartment 14, the load is secured in any suitable manner and transported by the cargo carrier 16 to a point or multiple points of delivery.

It is to be understood that an unloading of the thus loaded carrier is achieved in a reversed operation whereby the cargo is discharged from the cargo comcompartment 14, the cargo supports 100 and 252 also are employed, but in a manner reversely related to that heretofore described. This is achieved by positioning the cars 254 in a gate receiving disposition at the foremost end portion of the conveyor 20, once an as-' sembled load has been disgorged from the cargo compartment 14. Once the load has been delivered to the cargo transport 18, it is unloaded in increments while the selector valve 364 manually is manipulated for activating the motor 238 for intermittently, or, where preferred, continuously advancing the cargo delivery conveyor 20 for purposes of achieving a total discharge of the cargo from its load supporting surface thereof.

It is important here to note that the cargo compartment 14 can readily be unloaded manually and in increments, simply by advancing the load in incremental steps toward the opening of the cargo component.

In view of the foregoing, it is to be understood that the system of the instant invention provides for a safe, economic and rapid handling of cargo whereby significant savings in both time and labor are achieved.

Although the invention has been shown and described in what is conceived to be the most practical and preferred system, it is recognized that departures may be made therefrom within the scope of the invention, which is not to be limited in-the illustrative details disclosed. Y

Having described my invention, what I claim as new and desire to secure by Letters Patent is:

1. A cargo handling system comprising:

A. an activatable cargo positioning means operatively supported by a cargo carrier and adapted to be selectively activated for repositioning cargo relative to said carrier;

B. a mobile cargo transport including,

1. a laterally extended frame,

2. a plurality of endless chains having substantially coplanar reaches interconnected through a multiplicity of adjacent, laterally extended flight bars, the upper surfaces thereof defining a cargo delivery surface, and

3. a plurality of sprockets coupled with said plurality of chains for selectively displacing the chains in opposed cargo advancing directions;

C. means forcoupling the cargo transport with the cargo positioning means whereby a delivery of cargo therebetween is accommodated;

D. a selectively operable actuator coupled with the cargo transport including means for selectively driving said plurality of sprockets, whereby the cargo delivery surface selectively is displaced;

E. a parallel linkage arranged in supporting relationship with said frame including,

1. a plurality of struts, each strut being extended generally downwardly from said frame and terminating in an associated supporting caster including a supporting wheel, and

2. an axially reciprocable, fluid-driven ram coupled with said linkage; and

F. drive means operatively coupled with one of said casters and adapted to be activated 7 to impart driven rotation to the included wheel for thereby displacing said cargo transport relative to said cargo positioning means.

2. The system of claim 1 further including means for varying the planar position of said cargo delivery surface relative to an horizontal plane, whereby the cargo delivery means and the cargo positioning means are rendered positionable into a coplanar relationship and coupling means comprising coaxially related openings formed in said frame and in said cargo carrier adapted to receive a pair of locking pins.

3. A cargo handling system for loading and unloading cargo carriers, comprising: v

A. cargo positioning means supported by a cargo carrier including a first plurality of endless conveyor chains disposed in a substantially parallel relationship and having substantially coplanar runs interconnected through a plurality of adjacent, substantially coplanar flight bars extended therebetween for supporting cargo thereon, and a drive train including a first reversible hydraulic motor operatively coupled with said chains for selectively impartingreversible displacement to the chains, whereby cargo supported on said flight bars is selectively transported thereby;

B. cargo transport means, operatively associated with said cargo positioning means, comprising a laterally extended, elongated frame having a plurality of supporting struts, a conveyor substantially traversing the length of the frame including a second plurality of endless conveyor chains disposed in a substantially parallel relationship and having substantially coplanar runs, said second plurality of chains being interconnected through a plurality of adjacent, parallel flight bars for receiving and supporting cargo thereon, and a second reversible hydraulic motor and drive train coupled with said plurality of endless conveyor chains for imparting reversible displacement to the chains, whereby cargo supported on said flight bars is selectively transported thereby;

C. an hydraulic circuit including a driven pump operatively coupled with said first and second hydraulic motors for delivering a flow of hydraulic fluid under predetermined pressures thereto;

D. a pair of vertically oriented, laterally extended gates for imparting stability to cargo supported on said flight bars; and

E. coupling means for releasably coupling each gate of said pair of gates with a given plurality of endless conveyor chains, whereby each of said gates is displaced as the cargo is transported by the plurality of conveyor chains to which it is coupled.

4. The system of claim 3 wherein said coupling means includes:

A. a first pair of tracks extended along opposite sides of said cargo positioning means and a second pair of tracks extended along opposite sides of said cargo transport means;

B. a pair of caster-supported cars seated in each pair of said tracks;

C. means for releasably uniting each gate of said pair of gates with a pair of said cars; and

D. means depending from each gate for engaging selected flight bars.

5. A cargo handling system comprising:

A. activatable cargo positioning means operatively supported by a given carrier including a horizontally disposed, selectively driven endless conveyor for repositioning cargo supported thereby, relative to said carrier, a vertically oriented, laterally exas: was; s: .22 sagas amass. means for coupling said gate to said endless conveyor; I

B. a cargo transport including an endless conveyor having a surface for supporting cargo as the conveyor is displaced for transporting the cargo in a substantially horizontal plane and a vertically oriented, laterally extended gate for imparting stability to cargo supported by said endless conveyor, and coupling means for coupling said gate to said endless conveyor, said gates simultaneously engaging opposite ends of the load and simultaneously operating to shift the thus stabilized load; and

C. bridging means interposed between the endless conveyor of the cargo positioning means and the conveyor of the cargo transport including a transversely oriented roller, whereby cargo is supported between the endless conveyor and the cargo delivery surface as it is delivered between the cargo positioning means and the cargo transport.

6. The system of claim 5 further comprising means 40 for releaseably coupling said cargo positioning means and said cargo transport into an integrated unit.

7. The system of claim 6 further comprising means for varying the position of said cargo delivery surface relative to a vertical plane.

8. The system of claim 7 further comprising means for selectively varying the position of said cargo delivery surface relative to a horizontal plane.

UNITED STATES PATENT OFFICE.

CERTIFICATE OF CORRECTICN Patent No. 3 688, 926 Da ted September 5 1972 Inventor s William L. Stefanelli It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below:

Column 2, line 49, "plurality of'lshould be changed to --partially--.

Column 5, line 19, ---60--- should be inserted between "chains" and "be".

Column 7, line 44, "designates" should be changed to --designated---.

Column 9, line 10, "including" should be changed to --includes---.

Column 9, line 31, "key-blot" should be changed to -keyslot---.

Column 9, line 35, "extending" should be changed to ---extended---.

Column 10, line 2, "extending" should be changed to ---extended--.

Column 10, line 56, "the should be changed to ---an--.

Signed and sealed this 23rd day of January 1973..

(SEAL) Attest;

EDWARD M,FLETCHER,JR. ROBERT GOTTSCHALK Attesting Officer I Commissioner of Patents FORM PO-(OSO (10-69) USCOMM-DC 60 75-p59 U.$. GOVERNMENT PRINTING OFFICE I959 O'35$-334 

1. A cargo handling system comprising: A. an activatable cargo positioning means operatively supported by a cargo carrier and adapted to be selectively activated for repositioning cargo relative to said carrier; B. a mobile cargo transport including,
 1. a laterally extended frame,
 2. a plurality of endless chains having substantially coplanar reaches interconnected through a multiplicity of adjacent, laterally extended flight bars, the upper surfaces thereof defining a cargo delivery surface, and
 3. a plurality of sprockets coupled with said plurality of chains for selectively displacing the chains in opposed cargo advancing directions; C. means for coupling the cargo transport with the cargo positioning means whereby a delivery of cargo therebetween is accommodated; D. a selectively operable actuator coupled with the cargo transport including means for selectively driving said plurality of sprockets, whereby the cargo delivery surface selectively is displaced; E. a parallel linkage arranged in supporting relationship with said frame including,
 1. a plurality of struts, each strut being extended generally downwardly from said frame and terminating in an associated supporting caster including a supporting wheel, and
 2. an axially reciprocable, fluid-driven ram coupled with said linkage; and F. drive means operatively coupled with one of said casters and adapted to be activated to impart driven rotation to the included wheel for thereby displacing said cargo transport relative to said cargo positioning means.
 2. a plurality of endless chains having substantially coplanar reaches interconnected through a multiplicity of adjacent, laterally extended flight bars, the upper surfaces thereof defining a cargo delivery surface, and
 2. an axially reciprocable, fluid-driven ram coupled with said linkage; and F. drive means operatively coupled with one of said casters and adapted to be activated to impart driven rotation to the included wheel for thereby displacing said cargo transport relative to said cargo positioning means.
 2. The system of claim 1 further including means for varying the planar position of said cargo delivery surface relative to an horizontal plane, whereby the cargo delivery means and the cargo positioning means are rendered positionable into a coplanar relationship and coupling means comprising coaxially related openings formed in said frame and in said cargo carrier adapted to receive a pair of locking pins.
 3. A cargo handling system for loading and unloading cargo carriers, comprising: A. cArgo positioning means supported by a cargo carrier including a first plurality of endless conveyor chains disposed in a substantially parallel relationship and having substantially coplanar runs interconnected through a plurality of adjacent, substantially coplanar flight bars extended therebetween for supporting cargo thereon, and a drive train including a first reversible hydraulic motor operatively coupled with said chains for selectively imparting reversible displacement to the chains, whereby cargo supported on said flight bars is selectively transported thereby; B. cargo transport means, operatively associated with said cargo positioning means, comprising a laterally extended, elongated frame having a plurality of supporting struts, a conveyor substantially traversing the length of the frame including a second plurality of endless conveyor chains disposed in a substantially parallel relationship and having substantially coplanar runs, said second plurality of chains being interconnected through a plurality of adjacent, parallel flight bars for receiving and supporting cargo thereon, and a second reversible hydraulic motor and drive train coupled with said plurality of endless conveyor chains for imparting reversible displacement to the chains, whereby cargo supported on said flight bars is selectively transported thereby; C. an hydraulic circuit including a driven pump operatively coupled with said first and second hydraulic motors for delivering a flow of hydraulic fluid under predetermined pressures thereto; D. a pair of vertically oriented, laterally extended gates for imparting stability to cargo supported on said flight bars; and E. coupling means for releasably coupling each gate of said pair of gates with a given plurality of endless conveyor chains, whereby each of said gates is displaced as the cargo is transported by the plurality of conveyor chains to which it is coupled.
 3. a plurality of sprockets coupled with said plurality of chains for selectively displacing the chains in opposed cargo advancing directions; C. means for coupling the cargo transport with the cargo positioning means whereby a delivery of cargo therebetween is accommodated; D. a selectively operable actuator coupled with the cargo transport including means for selectively driving said plurality of sprockets, whereby the cargo delivery surface selectively is displaced; E. a parallel linkage arranged in supporting relationship with said frame including,
 4. The system of claim 3 wherein said coupling means includes: A. a first pair of tracks extended along opposite sides of said cargo positioning means and a second pair of tracks extended along opposite sides of said cargo transport means; B. a pair of caster-supported cars seated in each pair of said tracks; C. means for releasably uniting each gate of said pair of gates with a pair of said cars; and D. means depending from each gate for engaging selected flight bars.
 5. A cargo handling system comprising: A. activatable cargo positioning means operatively supported by a given carrier including a horizontally disposed, selectively driven endless conveyor for repositioning cargo supported thereby, relative to said carrier, a vertically oriented, laterally extended gate for imparting stability to cargo supported by said endless conveyor, and coupling means for coupling said gate to said endless conveyor; B. a cargo transport including an endless conveyor having a surface for supporting cargo as the conveyor is displaced for transporting the cargo in a substantially horizontal plane and a vertically oriented, laterally extended gate for imparting stability to cargo supported by said endless conveyor, and coupling means for coupling said gate to said endless conveyor, said gates simultaneously engaging opposite ends of the load and simultaneously operating to shift the thus stabilized load; and C. bridging means interposed between the endless conveyor of the cargo positioning means and the conveyor of the cargo transport including a transversely oriented roller, whereby cargo is supported between the endless conveyor and the cargo delivery surface as it is delivered between the cargo positioning means and the cargo transport.
 6. The system of claim 5 further comprising means for releaseably coupling said cargo positioning means and said cargo transport into an integrated unit.
 7. The system of claim 6 further comprising means for varying the position of said cargo delivery surface relative to a vertical pLane.
 8. The system of claim 7 further comprising means for selectively varying the position of said cargo delivery surface relative to a horizontal plane. 